CA2349022A1 - Method and apparatus for trimming an internal combustion engine - Google Patents
Method and apparatus for trimming an internal combustion engine Download PDFInfo
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- CA2349022A1 CA2349022A1 CA002349022A CA2349022A CA2349022A1 CA 2349022 A1 CA2349022 A1 CA 2349022A1 CA 002349022 A CA002349022 A CA 002349022A CA 2349022 A CA2349022 A CA 2349022A CA 2349022 A1 CA2349022 A1 CA 2349022A1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
- F02D41/2467—Characteristics of actuators for injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
- F02D41/2467—Characteristics of actuators for injectors
- F02D41/247—Behaviour for small quantities
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
A fuel injection control system and method for trimming an internal combustion engine during a fuel injection event based upon engine operating conditions, the control system including an electronic controller in electrical communication with the engine, the controller being operable to detect the operating mode of each injector of the engine and alter each injector operating mode as desired.
Description
Description METHOD AND AF~PARATUS FOR TRIMMING AN INTERNAL
COMBUSTION ENGINE
Technical Field This invention relates generally to electronically controlled fuel injection systems and, more particularly, to a method and apparatus for determining a desired duration at which to set a delay during .multiple shot fuel injections for each injector device of the in j ec:tion system.
Backcrro~and Art Electron.i.cally controlled fuel injectors are well known in the=_ art-_ including hydraulically actuated and mechanically actuated electronically controlled fuel injectors. An electronically controlled fuel injectorr typically injects fuel into a specific engine cylinder as a function of an injection signal received from an electron.i_c controller. These signals include waveforrns that are indicative of a desired injection rate as well as the desired timing and quantity of fuel to be injected into the cylinders.
Emission regulations pertaining to engine exhaust emissions are increasingly becoming more restrictive throughout the world including, for example, restrictions on the emission of hydrocarbons, carbon monoxide, particulate and nitrogen oxides (NOX).
COMBUSTION ENGINE
Technical Field This invention relates generally to electronically controlled fuel injection systems and, more particularly, to a method and apparatus for determining a desired duration at which to set a delay during .multiple shot fuel injections for each injector device of the in j ec:tion system.
Backcrro~and Art Electron.i.cally controlled fuel injectors are well known in the=_ art-_ including hydraulically actuated and mechanically actuated electronically controlled fuel injectors. An electronically controlled fuel injectorr typically injects fuel into a specific engine cylinder as a function of an injection signal received from an electron.i_c controller. These signals include waveforrns that are indicative of a desired injection rate as well as the desired timing and quantity of fuel to be injected into the cylinders.
Emission regulations pertaining to engine exhaust emissions are increasingly becoming more restrictive throughout the world including, for example, restrictions on the emission of hydrocarbons, carbon monoxide, particulate and nitrogen oxides (NOX).
Tailoring the number and the parameters of the injection fuel shots during a particular injection event are ways ire which to control emissions and meet such emission standards. As a result, techniques for S generating split or multiple fuel injections during an injection event have been utilized to modify the burn characteristics of the combustion process in an attempt to reduce emissions and noise levels.
Generating multipl~= injections during an injection event typically involves splitting the total fuel deliver~.~ to the oy:linder during a particular injection event into two ozw more separate fuel injections, generally referred to as a pilot injection fuel shot, a main injection fuel shot and/or an anchor injection fuel shot. As used throughout this disclosure, an injection event is defined as the injections that occur in a cylinder during one cycle of the engine.
For example, one cycle of a four cycle engine for a particular cylinde:r, includes an intake, compression, expansion, and exh<~ust stroke. Therefore, the injection event in a four stroke engine includes the number of injections, or shots, that occur in a cylinder' during thf=_ four strokes of the piston. The term shot as used :in the art may also refer to the actual fuel injection or to the command current signal to a fuel injector or other fuel actuation device indicative of an injection or delivery of fuel to the engine. At difference engine operating conditions, it may be necessary to use different injection strategies in order to achieve both desired engine operation and emissions control.
In the past, the controllability of split or multiple injectic:~ns has been somewhat restricted by mechanical and other limitations associated with the particular types of fuel injectors utilized. For example, when delivering a split or multiple injection current waveform to a plurality of fuel injectors, some injectors will actually deliver the split fuel delivery to the pa:rti.cular cylinder whereas some injectors will deliver a boot. fuel delivery. A boot type of fuel delivery generates a different quantity of fuel as compare~3 to a split type fuel delivery since in a boot type delivery, the fuel injection flow rate never goes t.o zero between the respective fuel shots. Conversely, in a split fuel delivery, the fuel injection flow ratf~ does go to zero between the respective fuel shots. As a result, more fuel is delivered in a boob type delivery as compared to a split fuel delivery. Even with more advanced electronically cont=rolled injectors, during certain engine operating conditions it is still sometimes difficult to accurately control fuel delivery.
When dea:Ling with split or multiple fuel injection and the general effects of a boot type fuel delivery and the fuel injection rate shaping which results therefrom, desired engine performance is not always achieved a.t all engine speeds and engine load conditions. Based upon operating conditions, the injection timing, :~uel flow rate and injected fuel volume are desirably optimized in order to achieve minimum emission: and optimum fuel consumption. This is not always achieved in a multiple injection system due to a variety of reasons including limitations on the different ty~~es of achievable injection rate waveforms and the timing of the fuel injections occurring during the injection events. As a result, problem: such as injecting fuel at a rate or time other than desired within a given injection event and/or allowing fuel to be injected beyond a desired stopping point can adversely affect emission outputs and fuel. economy. From an emissions standpoint, either a split oz- boot fuel delivery may be preferable, depending on the engine operating conditions.
In a system in which multiple injections and different injection waveforms are achievable, it is desirable to control and deliver any number of separatE: fuel in=e~ti.ons to a particular cylinder so as to minimize emissions and fuel consumption based upon the operating conditions of the engine at that particular point i:n time. This may include splitting the fuel. injection into more than two separate fuel shots during a particular injection event and/or adjusting the timing between the various multiple fuel injection shots i.n order to achieve the desired injector performan~~e, that is, a split or a boot type fuel delivery, ba.s~~d upon the current operating conditic>ns of the engine.
_5_.
Accordingly, the present invention is directed to overcoming one or more of the problems as set fori:h above .
Disclosure Of The Invention In one aspE=ct of the present invention, there is disclosed an electronically controlled fuel injection system which is capable of delivering multiple fuel injections to a particular cylinder of an internal combi.istion engine during a single injection event. The present system includes means for var=ably determining whether two, three, or more separate fuel injections or fuel shots are desired during a fuel injection event at given engine operati.Ilg conditions including engine speed and engine load. In this regard, in a preferred embodiment, fuel is apportioned between a first or pilot shot, a second or main shot. and a third or anchor shot, each separate fuel injection shot being delivered when the cylinder piston is locate<~ within a predetermined range during a particular piston. stroke. The present system also include: means for varying the timing and fuel quantity associated with the main shot, the timing and the fue=L quantity associated with the anchor shot, as well as the duration of the anchor delay, based upon the operating conditions of the engine.
Under certain operating conditions, the proximity of the main and anchor shots and the resultant internal injector hydraulics and/or mechanics leads t::o a rate shaping effect of the third or anchor injection. As a result, although the first or pilot injection., when used, is typically a distinct injection as compared to the second, or main, and the third, or anchor, injections, a distinct anchor injection is not always apparent. The present invention enables determination as to whether a given injector is delivering a distinct third shot and, based upon considerations such as engine performance, minimization of emissions, injector durability and so forth, the present system alters the anchor shot delay, :if necessary, to achieve the desired injector performance.
These anal other aspects and advantages of the present invention will become apparent upon reading the detailed description in connection with the drawings and appended claims.
Brief Description Gf The Drawings For a better understanding of the present invention, references may be made to the accompanying drawings in which:
Fig. 1 is a schematic view of an electronically controlled injector fue:1 system used in connection with one embodiment of the present invention;
Fig. 2 is an exemplary schematic illustr<~tion of a current waveform sequentially aligned with a corresponding fuel injection rate trace;
Fig. 3 is a schematic profile illustrating how the volume c:>f fuel injected varies according to the duration of the anchor delay;
Fig. 4a is a first segment of a logic diagrarn showing the operation of the present invention; and Fig. 4b is a second segment of a logic diagram showing the operation of the present invention.
Best Mode For Carrvina Out The Invention Referz-ing to Fig. 1, there is shown one embodiment of a hydraulically actuated electronically contro7.led fuel injection system 10 in an exemplary configuration as adapted for a direct-injection compre:>sion ignition engine 12. Fuel system 10 includes one or mere electronically controlled fuel injectors 14 whi.c:~ are adapted to be positioned in a respective cylinder head bore of the engine 12. While the embodiment of Fig. 1 applies to an in-line six cylindE~r engine, it is recognized and anticipated, and it is to be understood, that the present invention is also equally applicable to other types of engines such as V-t~~pe engines and rotary engines, and that the engine may contain any plurality of cylinders or combustion chambers.
The fue:i system 10 of Fig. 1 includes an apparatus or means 16 for supplying actuation fluid to each injector 14, .an apparatus or means 18 for supplying fuel to each injector, electronic control -g_ means 2c) for controlling the fuel injection system including the manner and frequency in which fuel is injected by the injectors 14 including timing, number of injections per injection event, fuel quantity per injection, time delay between each injection, and the injection profile. The system may also include apparatus or means 22 for recirculating fluid and/or recover_Lng hydral.zlic energy from the actuation fluid leaving each injector 14.
The ac~:uating fluid supply means 16 preferably includes an actuating fluid sump or reservoir 24, a relatively low pressure actuating fluid transfer pi.zm.p 26, an actuating fluid cooler 28, one or more actuating fluid filters 30, a high pressures pump 32 for generating relatively high pressure in the actuation fluid, and at least one relatively nigh pressure actuation fluid manifold or rail 36. A common rail passage 38 is arranged in fluid communication with the outlet from the relatively high-pressure actuation fluid pump 32. A
rail br<~nch passage 40 connects the actuation fluid inlet o:E each injector 14 to the high-pressure common rail passage 38.
The apparatus 22 may include a waste accumulating fluid. control valve 50 for each injector, a common recircu:Lat.ion line 52, and a hydraulic motor 54 connf=cted between the actuating fluid pump 32 and recircu:Lation line 52. Actuation fluid leaving an actuation fluid drain of each injector 14 would enter the rec:irculation l..ine 52 that carries such fluid to o _9_ the hydraulic energy recirculating or recovering means 22. A portion of the recirculated actuation fluid is channeled to high-pressure actuation fluid pump 32 and another portion .is returned to actuation fluid sump 24 via rec:irculation line 34.
In a preferred embodiment, the actuation fluid is engine lubricating oil and the actuating fluid sump 24 is an engine lubrication oil sump. This allows i~he fuel injection system to be connected as a parasitic subsyst;erri to the engine' s lubricating oil circulation system.. Alternatively, the actuating fluid could be fuel.
The fuel supply means 18 preferably includes a fuel tank 42, a:~ fuel supply passage 44 arranged in fluid communicatLOn between the fuel tank 42 and the fuel in:Let of ea~:h inj ector 14 , a relatively low pressurE= fuel transfer pump 46, one or more fuel filters 48, a fuel supply regulating valve 49, and a fuel circulation and return passage 47 arranged in fluid communication between each injector 14 and fuel tank 42.
Electronic control means 20 preferably includes an electronic control module (ECM) 56, also referred to as a controller, the use of which is well known in the art., ECM 56 typically includes processing means such as a microcontroller or microprocessor, a governor such as a proportional integral derivativ-a (PID) controller for regulating engine apeed, and circuitry including input/output circuitry, power ~;upply circuitry, signal conditioning circuitry, solenoid driver circuitry, analog circuits and/or programmed logic arrays as well as associated memory. The memory is connected to the microcontroller or microprocessor and stores instruc~ion sets, maps, lookup tables, variables, and more. hCM 56 may be used to control many aspects of fuel injection including (1) the fuel injection timing, (2) the tot:a:1 fuel injection quantity during an injection event, (3) the fuel injection pressure, (4) the number of ~;eparate injections or fuel shots during Each injection event, (5) the time intervals between the separate injections or fuel shots, (6) the time duration of each injection or fuel shot, (7) the fuel quantity associated with each injection or fuel shot, (8) the acr_uation fluid pressure, (9) current level o:E the injector waveform, and (10) any combination of the above parameters. Each of such parameters may be variably controllable independent of engine speed and land. ECM 56 receives a plurality of sensor input signals S1-Sa wh:ich correspond to known sensor :inputs such as engine operating conditions including engine speed, engine temperature, pressure of the <~ctuation fluid, cylinder piston position and so forth that may be used to determine the precise combination of injection parameters for a subsequent inj ection event .
For example, an engine temperature sensor 58 is illustrated in Fig. 1 connected to engine 12. In one embodiment, t:he engine temperature sensor includes an engine oil temperature sensor. However, an engine -11- o coolant temperati.ire sensor can also be used to detect the engine temperature. The engine temperature sensor 58 produces a signal designar_ed by S1 in Fig. 1 and is input to ECM 56 over line S1. In the particular example illustrated in Fig. 1, ECM 56 issues control signal 89 to cont:r~~l the actuation fluid pressure from pump 32 and a fuel injection signal S10 to energize a solenoid or other electrical actuating device within each fuE=_1 injector thereby controlling fuel control valves within eac-~h injector 14 and causing fuel to be injected into each corresponding engine cylinder.
Each of the injection parameters are variably control:Lable, independent of engine speed and load.
In the case of f~.iel. injectors 14, control signal Slo is a fuel :injection signal that is an ECM commanded current to the injector solenoid or other electrical actuator .
It is recognized that the type of fuel injection desired during any particular fuel injection event wall typically vary depending upon various engine operating conditions. In an effort to improve emissions, it has been found that delivering multiple fuel injections t~c> a particular cylinder during a fuel injecti~~n event at. certain engine operating conditions achievers both desired engine operation as well as emissions contro:L .
Fig. 2 ~;hows an exemplary current wave trace or waveform 60 having a pilot current pulse 62, a main current pulse 64, and an anchor current pulse 66 sequentially aligned with a rate trace profile 68 illustrating the fuel injection flow rate. The rate trace profile 68 includes a pilot shot 70 responsive to the pilot pulse 62, a main shot 72 responsive to the main pulse 64 a.nd an anchor shot 74 responsive to the anchor pulse 66.
An ancluor delay current signal 76, separating the main and anchor pulse signals 64 and 66, produces a corresponding anchor delay 78 when the main and anchor :hots 72 and 74 operate in a split condition, i.e., the fuel flow rate is significantly reduced for the duration of the anchor delay current signal <~s illustrated by the split profile segment 80 shown in Fig. 2. In one embodiment, for an injection signal utilizing two injections, the injections may be referred to generically as being a first injection, e.g., main injection, a second injection, e.g., an anchor :injection, and an injection delay, e.g., an anchor delay.
Due to the fact that it is difficult to produce cylinder injection systems having identical operating characteristics, and because the main and anchor ;shots 72 anal '74 occur close together, it is possiblf=_ that the duration of the anchor delay current signal '76 will be insufficient to produce a split between the main a.nd anchor shots 72 and 74, i.e., a significant reduction in the fuel flow rate is not realized. This occurrence is known as a boot condition and is illustrated by the boot profile segment 82 shown in Fig. 2.
Depending on variables such as ambient operating conditions, desired engine performance, minimized emissions and so forth, it may be advantageous, in certain scenarios, for the injectors to function in a split mode. In other situations, it may be advantageous for the injectors to function in a boot condition. whichever mode is preferred, preferably all of the injectors function in the desired mode. T~~ achieve the desired mode, the split/boot operating condition of each injector is detected. Thereupon, injectors found to be operating in the undesired condition are corrected to function in the desired mode.
In one embodiment, the operating mode of an injector can be determined by monitoring changes in the volume of fuel desired by the governor when the engine is in a steady state condition. Fig. 3 illustrates the difference in the volume of fuel delivered during the split mode, as shown by the split mode segment 80', as compared to the boot mode, as shown by the boot mode segment 82', for a given rail pressur~= and mai:z pulse signal 64 duration. The curve profile shown in F'i.g. 3 is representative of accumulated statistical data acquired from the performance test history of similar injector types, with 0Y being a predetermined value derived from the cumulative statistical average difference in fuel volume delivered ~~etween boot and split modes.
The operating mode of an injector can be altered by adjusting the duration of the anchor delay current signal. This is known as trimming the engine.
A desirable magnitude of adjustment duration, known as the anchor delay current signal offset, is a predetermined va:Lue derived from the statistical maximum duration of the boot condition, as represented by OX in Fig. 3.
A flow chart 84, having a first segment 86 illustrated in F:ig. 4a, shows the sequential process of the present invention for trimming an engine, i.e., for detecting the operating mode of a given injector and adjusting the mode as needed. As shown in box 88, the predetermineca dX and 0Y values are recorded into the memory of the ECM 56.
In the preferred embodiment, the engine is operating at a steady state speed. In addition the engine is also desirably operating at a steady state load. 'The ECM 56 then determines whether the engine speed and load are operating in a steady state, as indicated by dec:isi.on box 90. The values of the various engine trim lookup maps relied upon by the ECM
56 include a corresponding fixed rail pressure and main shot duration, If the engine speed and load are not operating in a steady state, the rail pressure and main shot duration. will fluctuate, making the data in the lookup maps inaccurate. Therefore, if a steady state is not detected, the engine trim test is abandoned, as indicated by box 92.
When the engine speed and load are determined to be in the steady state, the average fuel volume requested )r~~~ the governor (not shown) for an injection event is established, as shown in box 94.
It shou:Ld be noted. that this is the volume of fuel desired to be delivered equally to all cylinders undergoing an in:ject:ion event, as opposed to the volume delivered to an individual cylinder.
The ECM 56 then selects a first cylinder for testing, as indicated in box 96. As shown in box 98, the anchor delay current signal duration is then increased by the anchor delay current signal offset durati0I1 OX. Referring back to Fig. 3, it is clear that if the tested injector was operating anywhere in a boot mode, i.e., anywhere along the boot mode segment 82', under steady state conditions, an increase in the anchor delay current signal duration of OX will cause the injector to switch to operating in a sp=Lit mode, i.e., somewhere along the split mode segment 80'. Accordingly, a notable reduction in fuel consumption will be realized. Conversely, if the tested injector was operating in a split mode in the steady state, it will continue to operate in a split mode when the anchor delay current signal duration is increased by OX. P.ccordingly, any change in fuel consumption will be negligible.
As seen in box 100, the new volume of fuel requested by the governor over several complete injection events is established and averaged. The difference between the steady state volume of fuel and the new volume of_ fuel for one injection event is then computed, as shown in box 102. The difference may be between the steady state volume of fuel and a specific volume of fuel for a specific injection event, or the volume of fuel for the averaged fuel injection.
In dec:isi.on box 104, the difference computed in box :L02 is compared to the predetermined 0Y volume.
If the computed volume is greater than the DY volume, the ECM 56 establishes that the injector being tested was operating in a boot mode under steady state conditions, as ind.i.cated in box 106. Conversely, if the computed volume :is less than the 0Y volume, the ECM 56 records that the injector was operating in a split mode under steady state conditions, as shown in box 108.
In the preferred embodiment, the ECM 56 determines whether a:11 cylinders have been tested, as illustrated by decision box 112 of a second segment 110 of the f low c.:hart 84 shown in Fig . 4b . I f untested cylinders remain, the ECM 56 selects the next cylinder for tesr~ing as indicated by box 114, and returns to box 98 of Fig. 4a to begin testing the selected cylinder as previously explained.
In the preferred embodiment, upon testing all cyl_Lnders, the ECM 56 determines whether it is desirable for al:L of the injectors to operate in a desired,, or pre-selected operating mode, such as a boot mode or a split mode, as shown by decision box 116. I;= it is desirable to have all injectors operate in a boot mode, the ECM 56 decreases the anchor current signal duration for each injector associated with a cylinder found to be operating in a split _17_ condition by a duration of OX, as indicated in box 118. Conversely, if it is preferable for the injectors to operate in a split mode, the ECM 56 increases the anchor current signal duration for each injector associated with a cylinder found to be operating in a boot condition by a duration of OX, as indicated in box 120.
In an alternative embodiment, the anchor delay current signal 76 may be incrementally altered by a time value smaller than OX until a more precise value i~~ determine~~ for the anchor delay current signal duration t:h;~t will yield a change in the injector operating mode.
In a furvher alternative embodiment, the ECM
56 is designed to detect the operating mode of an injector 14, and regulate it as desired, by monitoring the actual engine speed instead of, or in conjunction with the fuel requested by the governor. A change in the fuel quantity :i:njected by an injector 14 due to switching from a boot mode to a split mode will cause a corresponding change in engine speed, which will be detected. by the ECM 56 of this embodiment. In one embodiment, the ch<~nge in speed may be determined by sensing the instantaneous firing speed of a cylinder.
The ECM 56 will adjust the anchor delay current signal 76 as needed to cause the injector 14 to operate in the desired mode.
In one embodiment, the trimming technique disclosed may be applied to any injection signal having two injection shots. For example, an injection signal including a pilot and main injection, or a pilot and anchor injection, or a main and anchor injection.
Industr=ial Applicability Utilization of an injection method and system .in accordance with the present invention provides for better emission control during certain engine operating conditions as explained above.
Although a particular injection waveform for delivering multiple fuel injections may vary depending upon the particul.a:r engine operating conditions, the present system is capable of determining the timing associated with t.hE~ anchor delay current signal regardless of the i:ype of electronically controlled fuel injectors being utilized, and regardless of the type of fuel being utilized. In this regard, the appropriate fuel maps can be stored or otherwise programmed into the ECM 56 for use during any steady state condition of t=he engine. These operational maps, tables and/or mathematical equations stored in the programmable memory of the ECM 56 determine and control the variou:~ parameters associated with the appropriate multiple injection events to achieve desired emissions control.
It is recognized that variations to the steps depicted in flowchart 84 (Figs. 4a and 4b) could be made without departing from the spirit and scope of the present invention. In particular, steps could be added or some step. could be E=liminated. All such variations are intended to be covered by the present invention.
As is evident from the foregoing descript:ion, certain aspects of the present invention are not limited by the particular details of the examples illustrated herein and it is therefore contemp_ated than other modifications and applicat:ions, or equivalencies thereof, will occur to those skilled in the art. It is accordingly intended that the claims shall cover all such modifications and applications that. do not depart from the spirit and scope of: the present inventions.
Other aspects, objects and advantages of the present invention can be obtained from a study of the drawing~~, the disclosure and the appended claims.
Generating multipl~= injections during an injection event typically involves splitting the total fuel deliver~.~ to the oy:linder during a particular injection event into two ozw more separate fuel injections, generally referred to as a pilot injection fuel shot, a main injection fuel shot and/or an anchor injection fuel shot. As used throughout this disclosure, an injection event is defined as the injections that occur in a cylinder during one cycle of the engine.
For example, one cycle of a four cycle engine for a particular cylinde:r, includes an intake, compression, expansion, and exh<~ust stroke. Therefore, the injection event in a four stroke engine includes the number of injections, or shots, that occur in a cylinder' during thf=_ four strokes of the piston. The term shot as used :in the art may also refer to the actual fuel injection or to the command current signal to a fuel injector or other fuel actuation device indicative of an injection or delivery of fuel to the engine. At difference engine operating conditions, it may be necessary to use different injection strategies in order to achieve both desired engine operation and emissions control.
In the past, the controllability of split or multiple injectic:~ns has been somewhat restricted by mechanical and other limitations associated with the particular types of fuel injectors utilized. For example, when delivering a split or multiple injection current waveform to a plurality of fuel injectors, some injectors will actually deliver the split fuel delivery to the pa:rti.cular cylinder whereas some injectors will deliver a boot. fuel delivery. A boot type of fuel delivery generates a different quantity of fuel as compare~3 to a split type fuel delivery since in a boot type delivery, the fuel injection flow rate never goes t.o zero between the respective fuel shots. Conversely, in a split fuel delivery, the fuel injection flow ratf~ does go to zero between the respective fuel shots. As a result, more fuel is delivered in a boob type delivery as compared to a split fuel delivery. Even with more advanced electronically cont=rolled injectors, during certain engine operating conditions it is still sometimes difficult to accurately control fuel delivery.
When dea:Ling with split or multiple fuel injection and the general effects of a boot type fuel delivery and the fuel injection rate shaping which results therefrom, desired engine performance is not always achieved a.t all engine speeds and engine load conditions. Based upon operating conditions, the injection timing, :~uel flow rate and injected fuel volume are desirably optimized in order to achieve minimum emission: and optimum fuel consumption. This is not always achieved in a multiple injection system due to a variety of reasons including limitations on the different ty~~es of achievable injection rate waveforms and the timing of the fuel injections occurring during the injection events. As a result, problem: such as injecting fuel at a rate or time other than desired within a given injection event and/or allowing fuel to be injected beyond a desired stopping point can adversely affect emission outputs and fuel. economy. From an emissions standpoint, either a split oz- boot fuel delivery may be preferable, depending on the engine operating conditions.
In a system in which multiple injections and different injection waveforms are achievable, it is desirable to control and deliver any number of separatE: fuel in=e~ti.ons to a particular cylinder so as to minimize emissions and fuel consumption based upon the operating conditions of the engine at that particular point i:n time. This may include splitting the fuel. injection into more than two separate fuel shots during a particular injection event and/or adjusting the timing between the various multiple fuel injection shots i.n order to achieve the desired injector performan~~e, that is, a split or a boot type fuel delivery, ba.s~~d upon the current operating conditic>ns of the engine.
_5_.
Accordingly, the present invention is directed to overcoming one or more of the problems as set fori:h above .
Disclosure Of The Invention In one aspE=ct of the present invention, there is disclosed an electronically controlled fuel injection system which is capable of delivering multiple fuel injections to a particular cylinder of an internal combi.istion engine during a single injection event. The present system includes means for var=ably determining whether two, three, or more separate fuel injections or fuel shots are desired during a fuel injection event at given engine operati.Ilg conditions including engine speed and engine load. In this regard, in a preferred embodiment, fuel is apportioned between a first or pilot shot, a second or main shot. and a third or anchor shot, each separate fuel injection shot being delivered when the cylinder piston is locate<~ within a predetermined range during a particular piston. stroke. The present system also include: means for varying the timing and fuel quantity associated with the main shot, the timing and the fue=L quantity associated with the anchor shot, as well as the duration of the anchor delay, based upon the operating conditions of the engine.
Under certain operating conditions, the proximity of the main and anchor shots and the resultant internal injector hydraulics and/or mechanics leads t::o a rate shaping effect of the third or anchor injection. As a result, although the first or pilot injection., when used, is typically a distinct injection as compared to the second, or main, and the third, or anchor, injections, a distinct anchor injection is not always apparent. The present invention enables determination as to whether a given injector is delivering a distinct third shot and, based upon considerations such as engine performance, minimization of emissions, injector durability and so forth, the present system alters the anchor shot delay, :if necessary, to achieve the desired injector performance.
These anal other aspects and advantages of the present invention will become apparent upon reading the detailed description in connection with the drawings and appended claims.
Brief Description Gf The Drawings For a better understanding of the present invention, references may be made to the accompanying drawings in which:
Fig. 1 is a schematic view of an electronically controlled injector fue:1 system used in connection with one embodiment of the present invention;
Fig. 2 is an exemplary schematic illustr<~tion of a current waveform sequentially aligned with a corresponding fuel injection rate trace;
Fig. 3 is a schematic profile illustrating how the volume c:>f fuel injected varies according to the duration of the anchor delay;
Fig. 4a is a first segment of a logic diagrarn showing the operation of the present invention; and Fig. 4b is a second segment of a logic diagram showing the operation of the present invention.
Best Mode For Carrvina Out The Invention Referz-ing to Fig. 1, there is shown one embodiment of a hydraulically actuated electronically contro7.led fuel injection system 10 in an exemplary configuration as adapted for a direct-injection compre:>sion ignition engine 12. Fuel system 10 includes one or mere electronically controlled fuel injectors 14 whi.c:~ are adapted to be positioned in a respective cylinder head bore of the engine 12. While the embodiment of Fig. 1 applies to an in-line six cylindE~r engine, it is recognized and anticipated, and it is to be understood, that the present invention is also equally applicable to other types of engines such as V-t~~pe engines and rotary engines, and that the engine may contain any plurality of cylinders or combustion chambers.
The fue:i system 10 of Fig. 1 includes an apparatus or means 16 for supplying actuation fluid to each injector 14, .an apparatus or means 18 for supplying fuel to each injector, electronic control -g_ means 2c) for controlling the fuel injection system including the manner and frequency in which fuel is injected by the injectors 14 including timing, number of injections per injection event, fuel quantity per injection, time delay between each injection, and the injection profile. The system may also include apparatus or means 22 for recirculating fluid and/or recover_Lng hydral.zlic energy from the actuation fluid leaving each injector 14.
The ac~:uating fluid supply means 16 preferably includes an actuating fluid sump or reservoir 24, a relatively low pressure actuating fluid transfer pi.zm.p 26, an actuating fluid cooler 28, one or more actuating fluid filters 30, a high pressures pump 32 for generating relatively high pressure in the actuation fluid, and at least one relatively nigh pressure actuation fluid manifold or rail 36. A common rail passage 38 is arranged in fluid communication with the outlet from the relatively high-pressure actuation fluid pump 32. A
rail br<~nch passage 40 connects the actuation fluid inlet o:E each injector 14 to the high-pressure common rail passage 38.
The apparatus 22 may include a waste accumulating fluid. control valve 50 for each injector, a common recircu:Lat.ion line 52, and a hydraulic motor 54 connf=cted between the actuating fluid pump 32 and recircu:Lation line 52. Actuation fluid leaving an actuation fluid drain of each injector 14 would enter the rec:irculation l..ine 52 that carries such fluid to o _9_ the hydraulic energy recirculating or recovering means 22. A portion of the recirculated actuation fluid is channeled to high-pressure actuation fluid pump 32 and another portion .is returned to actuation fluid sump 24 via rec:irculation line 34.
In a preferred embodiment, the actuation fluid is engine lubricating oil and the actuating fluid sump 24 is an engine lubrication oil sump. This allows i~he fuel injection system to be connected as a parasitic subsyst;erri to the engine' s lubricating oil circulation system.. Alternatively, the actuating fluid could be fuel.
The fuel supply means 18 preferably includes a fuel tank 42, a:~ fuel supply passage 44 arranged in fluid communicatLOn between the fuel tank 42 and the fuel in:Let of ea~:h inj ector 14 , a relatively low pressurE= fuel transfer pump 46, one or more fuel filters 48, a fuel supply regulating valve 49, and a fuel circulation and return passage 47 arranged in fluid communication between each injector 14 and fuel tank 42.
Electronic control means 20 preferably includes an electronic control module (ECM) 56, also referred to as a controller, the use of which is well known in the art., ECM 56 typically includes processing means such as a microcontroller or microprocessor, a governor such as a proportional integral derivativ-a (PID) controller for regulating engine apeed, and circuitry including input/output circuitry, power ~;upply circuitry, signal conditioning circuitry, solenoid driver circuitry, analog circuits and/or programmed logic arrays as well as associated memory. The memory is connected to the microcontroller or microprocessor and stores instruc~ion sets, maps, lookup tables, variables, and more. hCM 56 may be used to control many aspects of fuel injection including (1) the fuel injection timing, (2) the tot:a:1 fuel injection quantity during an injection event, (3) the fuel injection pressure, (4) the number of ~;eparate injections or fuel shots during Each injection event, (5) the time intervals between the separate injections or fuel shots, (6) the time duration of each injection or fuel shot, (7) the fuel quantity associated with each injection or fuel shot, (8) the acr_uation fluid pressure, (9) current level o:E the injector waveform, and (10) any combination of the above parameters. Each of such parameters may be variably controllable independent of engine speed and land. ECM 56 receives a plurality of sensor input signals S1-Sa wh:ich correspond to known sensor :inputs such as engine operating conditions including engine speed, engine temperature, pressure of the <~ctuation fluid, cylinder piston position and so forth that may be used to determine the precise combination of injection parameters for a subsequent inj ection event .
For example, an engine temperature sensor 58 is illustrated in Fig. 1 connected to engine 12. In one embodiment, t:he engine temperature sensor includes an engine oil temperature sensor. However, an engine -11- o coolant temperati.ire sensor can also be used to detect the engine temperature. The engine temperature sensor 58 produces a signal designar_ed by S1 in Fig. 1 and is input to ECM 56 over line S1. In the particular example illustrated in Fig. 1, ECM 56 issues control signal 89 to cont:r~~l the actuation fluid pressure from pump 32 and a fuel injection signal S10 to energize a solenoid or other electrical actuating device within each fuE=_1 injector thereby controlling fuel control valves within eac-~h injector 14 and causing fuel to be injected into each corresponding engine cylinder.
Each of the injection parameters are variably control:Lable, independent of engine speed and load.
In the case of f~.iel. injectors 14, control signal Slo is a fuel :injection signal that is an ECM commanded current to the injector solenoid or other electrical actuator .
It is recognized that the type of fuel injection desired during any particular fuel injection event wall typically vary depending upon various engine operating conditions. In an effort to improve emissions, it has been found that delivering multiple fuel injections t~c> a particular cylinder during a fuel injecti~~n event at. certain engine operating conditions achievers both desired engine operation as well as emissions contro:L .
Fig. 2 ~;hows an exemplary current wave trace or waveform 60 having a pilot current pulse 62, a main current pulse 64, and an anchor current pulse 66 sequentially aligned with a rate trace profile 68 illustrating the fuel injection flow rate. The rate trace profile 68 includes a pilot shot 70 responsive to the pilot pulse 62, a main shot 72 responsive to the main pulse 64 a.nd an anchor shot 74 responsive to the anchor pulse 66.
An ancluor delay current signal 76, separating the main and anchor pulse signals 64 and 66, produces a corresponding anchor delay 78 when the main and anchor :hots 72 and 74 operate in a split condition, i.e., the fuel flow rate is significantly reduced for the duration of the anchor delay current signal <~s illustrated by the split profile segment 80 shown in Fig. 2. In one embodiment, for an injection signal utilizing two injections, the injections may be referred to generically as being a first injection, e.g., main injection, a second injection, e.g., an anchor :injection, and an injection delay, e.g., an anchor delay.
Due to the fact that it is difficult to produce cylinder injection systems having identical operating characteristics, and because the main and anchor ;shots 72 anal '74 occur close together, it is possiblf=_ that the duration of the anchor delay current signal '76 will be insufficient to produce a split between the main a.nd anchor shots 72 and 74, i.e., a significant reduction in the fuel flow rate is not realized. This occurrence is known as a boot condition and is illustrated by the boot profile segment 82 shown in Fig. 2.
Depending on variables such as ambient operating conditions, desired engine performance, minimized emissions and so forth, it may be advantageous, in certain scenarios, for the injectors to function in a split mode. In other situations, it may be advantageous for the injectors to function in a boot condition. whichever mode is preferred, preferably all of the injectors function in the desired mode. T~~ achieve the desired mode, the split/boot operating condition of each injector is detected. Thereupon, injectors found to be operating in the undesired condition are corrected to function in the desired mode.
In one embodiment, the operating mode of an injector can be determined by monitoring changes in the volume of fuel desired by the governor when the engine is in a steady state condition. Fig. 3 illustrates the difference in the volume of fuel delivered during the split mode, as shown by the split mode segment 80', as compared to the boot mode, as shown by the boot mode segment 82', for a given rail pressur~= and mai:z pulse signal 64 duration. The curve profile shown in F'i.g. 3 is representative of accumulated statistical data acquired from the performance test history of similar injector types, with 0Y being a predetermined value derived from the cumulative statistical average difference in fuel volume delivered ~~etween boot and split modes.
The operating mode of an injector can be altered by adjusting the duration of the anchor delay current signal. This is known as trimming the engine.
A desirable magnitude of adjustment duration, known as the anchor delay current signal offset, is a predetermined va:Lue derived from the statistical maximum duration of the boot condition, as represented by OX in Fig. 3.
A flow chart 84, having a first segment 86 illustrated in F:ig. 4a, shows the sequential process of the present invention for trimming an engine, i.e., for detecting the operating mode of a given injector and adjusting the mode as needed. As shown in box 88, the predetermineca dX and 0Y values are recorded into the memory of the ECM 56.
In the preferred embodiment, the engine is operating at a steady state speed. In addition the engine is also desirably operating at a steady state load. 'The ECM 56 then determines whether the engine speed and load are operating in a steady state, as indicated by dec:isi.on box 90. The values of the various engine trim lookup maps relied upon by the ECM
56 include a corresponding fixed rail pressure and main shot duration, If the engine speed and load are not operating in a steady state, the rail pressure and main shot duration. will fluctuate, making the data in the lookup maps inaccurate. Therefore, if a steady state is not detected, the engine trim test is abandoned, as indicated by box 92.
When the engine speed and load are determined to be in the steady state, the average fuel volume requested )r~~~ the governor (not shown) for an injection event is established, as shown in box 94.
It shou:Ld be noted. that this is the volume of fuel desired to be delivered equally to all cylinders undergoing an in:ject:ion event, as opposed to the volume delivered to an individual cylinder.
The ECM 56 then selects a first cylinder for testing, as indicated in box 96. As shown in box 98, the anchor delay current signal duration is then increased by the anchor delay current signal offset durati0I1 OX. Referring back to Fig. 3, it is clear that if the tested injector was operating anywhere in a boot mode, i.e., anywhere along the boot mode segment 82', under steady state conditions, an increase in the anchor delay current signal duration of OX will cause the injector to switch to operating in a sp=Lit mode, i.e., somewhere along the split mode segment 80'. Accordingly, a notable reduction in fuel consumption will be realized. Conversely, if the tested injector was operating in a split mode in the steady state, it will continue to operate in a split mode when the anchor delay current signal duration is increased by OX. P.ccordingly, any change in fuel consumption will be negligible.
As seen in box 100, the new volume of fuel requested by the governor over several complete injection events is established and averaged. The difference between the steady state volume of fuel and the new volume of_ fuel for one injection event is then computed, as shown in box 102. The difference may be between the steady state volume of fuel and a specific volume of fuel for a specific injection event, or the volume of fuel for the averaged fuel injection.
In dec:isi.on box 104, the difference computed in box :L02 is compared to the predetermined 0Y volume.
If the computed volume is greater than the DY volume, the ECM 56 establishes that the injector being tested was operating in a boot mode under steady state conditions, as ind.i.cated in box 106. Conversely, if the computed volume :is less than the 0Y volume, the ECM 56 records that the injector was operating in a split mode under steady state conditions, as shown in box 108.
In the preferred embodiment, the ECM 56 determines whether a:11 cylinders have been tested, as illustrated by decision box 112 of a second segment 110 of the f low c.:hart 84 shown in Fig . 4b . I f untested cylinders remain, the ECM 56 selects the next cylinder for tesr~ing as indicated by box 114, and returns to box 98 of Fig. 4a to begin testing the selected cylinder as previously explained.
In the preferred embodiment, upon testing all cyl_Lnders, the ECM 56 determines whether it is desirable for al:L of the injectors to operate in a desired,, or pre-selected operating mode, such as a boot mode or a split mode, as shown by decision box 116. I;= it is desirable to have all injectors operate in a boot mode, the ECM 56 decreases the anchor current signal duration for each injector associated with a cylinder found to be operating in a split _17_ condition by a duration of OX, as indicated in box 118. Conversely, if it is preferable for the injectors to operate in a split mode, the ECM 56 increases the anchor current signal duration for each injector associated with a cylinder found to be operating in a boot condition by a duration of OX, as indicated in box 120.
In an alternative embodiment, the anchor delay current signal 76 may be incrementally altered by a time value smaller than OX until a more precise value i~~ determine~~ for the anchor delay current signal duration t:h;~t will yield a change in the injector operating mode.
In a furvher alternative embodiment, the ECM
56 is designed to detect the operating mode of an injector 14, and regulate it as desired, by monitoring the actual engine speed instead of, or in conjunction with the fuel requested by the governor. A change in the fuel quantity :i:njected by an injector 14 due to switching from a boot mode to a split mode will cause a corresponding change in engine speed, which will be detected. by the ECM 56 of this embodiment. In one embodiment, the ch<~nge in speed may be determined by sensing the instantaneous firing speed of a cylinder.
The ECM 56 will adjust the anchor delay current signal 76 as needed to cause the injector 14 to operate in the desired mode.
In one embodiment, the trimming technique disclosed may be applied to any injection signal having two injection shots. For example, an injection signal including a pilot and main injection, or a pilot and anchor injection, or a main and anchor injection.
Industr=ial Applicability Utilization of an injection method and system .in accordance with the present invention provides for better emission control during certain engine operating conditions as explained above.
Although a particular injection waveform for delivering multiple fuel injections may vary depending upon the particul.a:r engine operating conditions, the present system is capable of determining the timing associated with t.hE~ anchor delay current signal regardless of the i:ype of electronically controlled fuel injectors being utilized, and regardless of the type of fuel being utilized. In this regard, the appropriate fuel maps can be stored or otherwise programmed into the ECM 56 for use during any steady state condition of t=he engine. These operational maps, tables and/or mathematical equations stored in the programmable memory of the ECM 56 determine and control the variou:~ parameters associated with the appropriate multiple injection events to achieve desired emissions control.
It is recognized that variations to the steps depicted in flowchart 84 (Figs. 4a and 4b) could be made without departing from the spirit and scope of the present invention. In particular, steps could be added or some step. could be E=liminated. All such variations are intended to be covered by the present invention.
As is evident from the foregoing descript:ion, certain aspects of the present invention are not limited by the particular details of the examples illustrated herein and it is therefore contemp_ated than other modifications and applicat:ions, or equivalencies thereof, will occur to those skilled in the art. It is accordingly intended that the claims shall cover all such modifications and applications that. do not depart from the spirit and scope of: the present inventions.
Other aspects, objects and advantages of the present invention can be obtained from a study of the drawing~~, the disclosure and the appended claims.
Claims (33)
1. A method for trimming an engine operating in a steady state so that a plurality of injectors contained therein operate in a pre-selected mode, the method comprising:
determining that a speed and a load of the engine are operating in a steady state;
selecting one of the plurality of injectors;
detecting an operating mode of the selected injector;
recording the operating mode of the selected injector;
sequentially repeating the above processes for each remaining unselected injector;
comparing the recorded operating mode of the selected injector to the pre-selected operating mode to determine which of the selected injectors is not operating in the pre-selected operating mode; and changing the detected operating mode to the pre-selected mode for each of the selected injectors detected to be operating in other than the pre-selected operating mode.
determining that a speed and a load of the engine are operating in a steady state;
selecting one of the plurality of injectors;
detecting an operating mode of the selected injector;
recording the operating mode of the selected injector;
sequentially repeating the above processes for each remaining unselected injector;
comparing the recorded operating mode of the selected injector to the pre-selected operating mode to determine which of the selected injectors is not operating in the pre-selected operating mode; and changing the detected operating mode to the pre-selected mode for each of the selected injectors detected to be operating in other than the pre-selected operating mode.
2. A method for trimming an engine in a steady state so that a plurality of injectors contained therein operate in a desired operating mode, the method comprising:
determining that a speed of the engine is operating in a steady state;
detecting an operating mode of one of the plurality of injectors;
comparing the detected operating mode of the one of the plurality of injectors to the desired operating mode to determine if the injector is operating in the desired operating mode; and changing the detected operating mode to the desired operating mode for the one of the plurality of injectors.
determining that a speed of the engine is operating in a steady state;
detecting an operating mode of one of the plurality of injectors;
comparing the detected operating mode of the one of the plurality of injectors to the desired operating mode to determine if the injector is operating in the desired operating mode; and changing the detected operating mode to the desired operating mode for the one of the plurality of injectors.
3. The method, as set forth in claim 2, further comprising the step of determining the engine is operating in a steady state load.
4. The method, as set forth in claim 2, further comprising the steps of:
detecting an operating mode of each of the plurality of injectors;
comparing the detected operating mode of each of the plurality of injectors to the desired operating mode to determine which of the injectors is not operating in the pre-selected operating mode; and changing the detected operated mode to the desired operating mode for each of the plurality of injectors detected to be operating in other than the desired operating mode.
detecting an operating mode of each of the plurality of injectors;
comparing the detected operating mode of each of the plurality of injectors to the desired operating mode to determine which of the injectors is not operating in the pre-selected operating mode; and changing the detected operated mode to the desired operating mode for each of the plurality of injectors detected to be operating in other than the desired operating mode.
5. The method, as set forth in claim 3, wherein the injector modes of operation include a split mode and a boot mode.
6. The method, as set forth in claim 5, wherein an electronic control module in electrical communication with the engine determines the pre-selected mode by referring to lookup maps.
7. The method, as set forth in claim 6, wherein each injector delivers fuel to a respective cylinder during repeated injection events.
8. The method, as set forth in claim 5, wherein an anchor delay current signal occurs for a portion of each injection event.
9. The method, as set forth in claim 8, wherein the step of determining the operating mode of the selected injector includes the steps of:
establishing a statistical average difference in the volume of fuel delivered between a boot mode and a split mode;
establishing a anchor delay current signal offset;
establishing a steady state volume of fuel delivered by all of the injectors for an injection event;
increasing the anchor delay current signal duration by the predetermined anchor delay current signal offset to cause a new volume of fuel to be delivered by the injectors;
recording the new volume of fuel delivered by the injectors;
computing a difference between the steady state fuel volume ~and the new fuel volume; and determining whether the difference between the steady state fuel volume and the new fuel volume is greater than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode.
establishing a statistical average difference in the volume of fuel delivered between a boot mode and a split mode;
establishing a anchor delay current signal offset;
establishing a steady state volume of fuel delivered by all of the injectors for an injection event;
increasing the anchor delay current signal duration by the predetermined anchor delay current signal offset to cause a new volume of fuel to be delivered by the injectors;
recording the new volume of fuel delivered by the injectors;
computing a difference between the steady state fuel volume ~and the new fuel volume; and determining whether the difference between the steady state fuel volume and the new fuel volume is greater than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode.
10. The method, as set forth in claim 9, wherein the step of recording the operating mode of the selected injector includes the step of recording that the selected injector was operating in the boot mode before increasing the duration of the anchor delay current signal duration if the difference between the steady state fuel volume and the new fuel volume is greater than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode, and includes the step of recording that the selected injector was operating in the split mode before increasing the duration of the anchor delay current signal duration if the difference between the steady state fuel volume and the new fuel volume is less than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode.
11. The method, as set forth in claim 10, wherein the step for altering the operating mode of a selected injector includes the step of altering the duration of the anchor delay current signal by the predetermined anchor delay current signal offset.
12. A fuel injection control system for trimming an engine in a steady state so that a plurality of injectors contained therein operate in a pre-selected mode, the apparatus comprising:
an engine speed sensor;
an engine load sensor;
an electronic control module in electrical communication with the engine speed sensor and the engine load sensor;
wherein the electronic control module is operable, upon determining that the engine speed and load are in a steady state, to select a previously unselected injector; to determine the operating mode of the selected injector; to record the operating mode of the selected injector; to sequentially repeat the operations of selecting a previously unselected injector; to determine the operating mode of the selected injector and record the operating mode of the selected injector for each of the plurality of injectors; to compare the recorded operating mode of each injector to the pre-selected operating mode to determine which of the selected injectors is not operating in the pre-selected operating mode; and to change the detected operating mode to the pre-selected mode for each of the injectors determined to be operating in other than the pre-selected operating mode.
an engine speed sensor;
an engine load sensor;
an electronic control module in electrical communication with the engine speed sensor and the engine load sensor;
wherein the electronic control module is operable, upon determining that the engine speed and load are in a steady state, to select a previously unselected injector; to determine the operating mode of the selected injector; to record the operating mode of the selected injector; to sequentially repeat the operations of selecting a previously unselected injector; to determine the operating mode of the selected injector and record the operating mode of the selected injector for each of the plurality of injectors; to compare the recorded operating mode of each injector to the pre-selected operating mode to determine which of the selected injectors is not operating in the pre-selected operating mode; and to change the detected operating mode to the pre-selected mode for each of the injectors determined to be operating in other than the pre-selected operating mode.
13. The fuel injection control system, as set forth in claim 12, wherein the injector modes of operation include a split mode and boot mode.
14. The fuel injection control system, as set forth in claim 13, wherein the electronic control module determines the pre-selected mode by referring to lookup maps.
15. The fuel injection control system, set forth in claim 14, wherein each injector delivers fuel to a respective cylinder during repeated injection cycles.
16. The fuel injection control system, as set forth in claim 15, wherein an anchor delay current signal occurs for a portion of each injection event.
17. The fuel injection control system, as set forth in claim 16, wherein the electronic control module determines the operating mode of the selected injector by recording a predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode; recording a predetermined anchor delay current signal offset;
recording a steady state volume of fuel delivered by all of the injectors for an injection event;
increasing the anchor delay current signal duration by the predetermined anchor delay current signal offset to cause a new volume of fuel to be delivered by the injectors; recording the new volume of fuel delivered by the injector; computing a difference between the steady state fuel volume and the new fuel volume; and determining whether the difference between the steady state fuel volume and the new fuel is greater than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode.
recording a steady state volume of fuel delivered by all of the injectors for an injection event;
increasing the anchor delay current signal duration by the predetermined anchor delay current signal offset to cause a new volume of fuel to be delivered by the injectors; recording the new volume of fuel delivered by the injector; computing a difference between the steady state fuel volume and the new fuel volume; and determining whether the difference between the steady state fuel volume and the new fuel is greater than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode.
18. The fuel injection control system, as set forth in claim 17, wherein the electronic control module records the operating mode of the selected injector by recording that the selected injector was operating in the boot mode before increasing the duration of the anchor delay current signal duration if the difference between the steady state fuel volume and the new fuel volume is greater than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode, and by recording that the selected injector was operating in the split mode before increasing the duration of the anchor delay current signal duration if the difference between the steady state fuel volume and the new fuel volume is less than the predetermined statistical average difference in the volume of fuel delivered between a boot mode and a split mode.
19. The fuel injection control system, as set forth in claim 18, wherein the electronic control module changes the detected operating mode of a selected injector to the pre-selected mode by altering the duration of the anchor delay current signal by the predetermined anchor delay current signal offset.
20. A method for trimming an engine having at least one injector controllable by an electronic control signal, the engine having an engine speed and load, the method comprising:
detecting an operating mode of each injector.
detecting an operating mode of each injector.
21. The method, as set forth in claim 20, including the step of modifying the electronic control signal to each injector.
22. The method, as set forth in claim 21, including the step of detecting an operating mode of each injector generated by the modified electronic control signal.
23. The method, as set forth in claim 22, wherein the injector modes of operation include a split mode and a boot mode.
24. The method, as set forth in claim 23, wherein the characteristics of the electronic control signal are determined in accordance with lookup maps associated with the engine.
25. The method, as set forth in claim 24, wherein each injector delivers fuel to a respective cylinder during repeated injection events.
26. The method, as set forth in claim 25, wherein the electronic control signal includes an anchor delay current signal for a portion of each injection event.
27. A method for trimming at least one fuel injection device associated with an engine, the injection device injecting multiple fuel shots in accordance with an electronic control signal generated by the engine during a fuel injection event, the method comprising the steps of:
sensing a first engine speed;
modifying the electronic control signal;
sensing a second engine speed; and determining an operating mode of the at least one fuel injection device in response to said first and second engine speeds.
sensing a first engine speed;
modifying the electronic control signal;
sensing a second engine speed; and determining an operating mode of the at least one fuel injection device in response to said first and second engine speeds.
28. A method, as set forth in claim 27, wherein the operating modes include a split mode and a boot mode.
29. The method, as set forth in claim 28, wherein each injection device delivers fuel to a respective cylinder during repeated injection events, the injection event including a first injection and a second injection and an injection delay between the first and second injections.
30. The method, as set forth in claim 29 wherein the step of modifying the electronic control signal further comprises the step of modifying the injection delay.
31. The method, as set forth in claim 29, wherein the step of modifying the electronic control signal further comprises the step of increasing the injection delay by a predetermined amount.
32. The method, as set forth in claim 29, wherein the step of determining the operating mode of said first and second engine speeds further comprises the steps of determining a difference between said first and second engine speeds; and determining the operating mode is a split injection mode when said difference is less than a predetermined threshold.
33. The method, as set forth in claim 29, wherein the step of determining the operating mode of said first and second engine speeds further comprises the steps of determining a difference between said first and second engine speeds; and determining the operating mode is a boot injection mode when said difference is greater than a predetermined threshold.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US09/615,849 | 2000-07-13 | ||
| US09/615,849 US6480781B1 (en) | 2000-07-13 | 2000-07-13 | Method and apparatus for trimming an internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2349022A1 true CA2349022A1 (en) | 2002-01-13 |
Family
ID=24467059
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002349022A Abandoned CA2349022A1 (en) | 2000-07-13 | 2001-05-29 | Method and apparatus for trimming an internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| US (3) | US6480781B1 (en) |
| CA (1) | CA2349022A1 (en) |
| DE (1) | DE10131546A1 (en) |
| FR (1) | FR2811713B1 (en) |
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-
2000
- 2000-07-13 US US09/615,849 patent/US6480781B1/en not_active Expired - Fee Related
-
2001
- 2001-05-29 CA CA002349022A patent/CA2349022A1/en not_active Abandoned
- 2001-06-29 DE DE10131546A patent/DE10131546A1/en not_active Withdrawn
- 2001-07-13 FR FR0109351A patent/FR2811713B1/en not_active Expired - Fee Related
-
2002
- 2002-03-21 US US10/103,441 patent/US20020100458A1/en not_active Abandoned
-
2003
- 2003-09-11 US US10/659,998 patent/US6863056B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| FR2811713B1 (en) | 2006-06-09 |
| FR2811713A1 (en) | 2002-01-18 |
| DE10131546A1 (en) | 2002-01-24 |
| US20040045536A1 (en) | 2004-03-11 |
| US6480781B1 (en) | 2002-11-12 |
| US20020100458A1 (en) | 2002-08-01 |
| US6863056B2 (en) | 2005-03-08 |
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